EP3753754B1 - Système et procédé d'estimation de l'état d'usure de la bande de roulement d'un pneumatique - Google Patents

Système et procédé d'estimation de l'état d'usure de la bande de roulement d'un pneumatique Download PDF

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EP3753754B1
EP3753754B1 EP20180175.0A EP20180175A EP3753754B1 EP 3753754 B1 EP3753754 B1 EP 3753754B1 EP 20180175 A EP20180175 A EP 20180175A EP 3753754 B1 EP3753754 B1 EP 3753754B1
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Prior art keywords
pneumatic tyre
tread
new
inflation pressure
vehicle
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German (de)
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EP3753754A1 (fr
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Roberto Lombardi
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Bridgestone Europe NV SA
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Bridgestone Europe NV SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements
    • B60C11/246—Tread wear monitoring systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements

Definitions

  • the present invention relates to a method and to a system for estimating the wear of the tread of a pneumatic tyre.
  • the known methods for detecting the state of wear of a pneumatic tyre involve the use of an estimation model based upon a plurality of parameters.
  • such methods utilize information relating to the operating state of the vehicle whereupon said pneumatic tyre is mounted (such as, for example, the load or else the acceleration) and environmental information (such as, for example, the conditions of the road surface traversed and the atmospheric conditions).
  • the patent application GB2531746A describes a system for monitoring the depth of the tread of a pneumatic tyre.
  • the system includes means for counting the rotating of the wheels, means for measuring the distance traveled, and means for calculating the circumference of the pneumatic tyre; the depth of the tread is then calculated as the difference between an estimated (calculated) value and an initial value of the circumference of the pneumatic tyre.
  • the aim of the present invention is to provide a method for estimating the wear of the tread of a pneumatic tyre that is both free from the disadvantages of the state of the art and that is, in particular, easy and inexpensive to implement.
  • a further aim of the present invention is to provide a system for estimating the wear of the tread of a pneumatic tyre that is both free from the disadvantages of the state of the art and that is, in particular, easy and inexpensive to implement.
  • the innovative method for estimating the wear of the tread of a pneumatic tyre is performed by a system shown in Figure 1 comprising an acquisition device 11 that is installed on board a motor vehicle equipped with two or more wheels, each equipped with a pneumatic tyre, and that is coupled to a vehicle bus 20 (based, for example, upon a standard Controller Area Network (CAN) bus) of said motor vehicle.
  • the system 1 also comprises a processing device 12 that is connected, in wired or wireless mode, to the acquisition device 11.
  • the acquisition device 11 is configured to acquire from the vehicle bus 20 signals that are indicative of the number of revolutions Rev of said two or more wheels. Furthermore, the acquisition device 11 is configured to supply at the output quantities that are indicative of the number of revolutions Rev of said two or more wheels.
  • the acquisition device 11 is also configured to acquire from the vehicle bus 20 signals linked to the driving of the motor vehicle.
  • the acquisition device 11 is configured to acquire from the vehicle bus 20 information in relation to the position of the vehicle (by means of the GPS signal).
  • the acquisition device 11 is configured to acquire signals from the vehicle bus 20 in relation to the inflation pressure P of the pneumatic tyre (as measured by a system monitoring the pressure of the pneumatic tyres). Furthermore, the acquisition device 11 is configured to supply at the output quantities that are indicative of the inflation pressure P of the pneumatic tyre.
  • the processing device 12 is implemented by means of a cloud type computing system that is wirelessly remotely connected to the acquisition device 11 (for example, by means of one or more technologies for mobile communications, such as GSM, GPRS, UMTS).
  • a cloud type computing system that is wirelessly remotely connected to the acquisition device 11 (for example, by means of one or more technologies for mobile communications, such as GSM, GPRS, UMTS).
  • the processing device 12 is implemented by means of an Electronic Control Unit - ECU (automotive use) 12 installed on board the motor vehicle 2.
  • the electronic control unit may conveniently be a unit specifically dedicated to estimating the wear of the tread of pneumatic tyres, or else and preferably, it may be a unit dedicated to various tasks that also include estimating the wear of the tread of a pneumatic tyre.
  • the following example describes the method for calculating a quantity WS that is indicative of the state of wear of the tread of the pneumatic tyre.
  • the quantity WS is expressed as a percentage and represents the remaining thickness of the tread in relation to the thickness of the tread from new.
  • the quantity WS is in fact determined in such a way that the higher the value of the quantity WS, the less the tread of the pneumatic tyre is consumed, and vice versa (the lower the value of the quantity WS, the more the tread of the pneumatic tyre is consumed).
  • the quantity WS is equal to 100%, this signifies that the pneumatic tyre is substantially new and that the tread is not worn, whilst, on the contrary, when the quantity WS is equal to 0%, this signifies that the pneumatic tyre is substantially smooth, with the tread being completely worn.
  • the distance TD to be traveled during the test step of the pneumatic tyre is greater than 1 km.
  • the distance TD to be traveled during the test step of the pneumatic tyre is between 3 and 5 km. It was experimentally verified that a distance TD to be traveled during the test step of the pneumatic tyre of between 3 and 5 km makes it possible to significantly reduce the effects of the braking system and of the differences in driving conditions.
  • the quantity WS which is indicative of the state of wear of the tread of the pneumatic tyre, is influenced by several variables, including, in particular, the inflation pressure of the pneumatic tyre (when different than the nominal inflation pressure). Furthermore, the quantity WS, which is indicative of the state of wear of the tread of the pneumatic tyre, is influenced by the braking action and by the speed of the motor vehicle.
  • the inflation pressure of the pneumatic tyre affects the value of the circumference C of the tread.
  • the value of the circumference C of the tread from new, when the tread is not worn, is therefore calculated in such a way as to take into account the effects of the inflation pressure.
  • the braking action of the vehicle can reduce the actual number of revolutions Rev of the pneumatic tyre that are necessary in order to travel the distance TD to be traveled during the test step of the pneumatic tyre; for example, in the case wherein pure rolling of the pneumatic tyre is absent during braking (but, rather, the pneumatic tyre is dragged during braking), the actual number of revolutions Rev of the pneumatic tyre is reduced.
  • the test step wherein the quantity WS, which is indicative of the state of wear of the tread of the pneumatic tyre, is only performed on straight sections wherein the braking system of the vehicle fitted with the pneumatic tyre is not operated (on motorways for example.)
  • the quantity WS which is indicative of the state of wear of the tread of the pneumatic tyre, is corrected by means of a factor K 1 , which is indicative of the braking action of the vehicle during the test step.
  • the speed of the vehicle could reduce the actual number of revolutions Rev of the pneumatic tyre that are necessary in order to travel the distance TD during the test step of the pneumatic tyre.
  • the test step wherein the quantity WS, which is indicative of the state of wear of the tread of the pneumatic tyre, is only performed when the speed of the vehicle is maintained below a limiting value (for example, in the case of a truck, the limiting value is equal to 70 km/h).
  • the limiting value is determined during a preliminary step and is substantially variable as a function of the type of motor vehicle.
  • the quantity WS which is indicative of the state of wear of the tread of the pneumatic tyre, is corrected by means of a factor K 2 , which is indicative of the braking action of the vehicle during the test step.
  • the factor K 2 is variable as a function of the ratio, or the difference, between the average speed of the vehicle over the distance TD traveled during the test step and the speed limiting value.
  • the information relating to the distance traveled during the test step of the pneumatic tyre until the distance TD is reached is retrieved by means of the GPS signal of the vehicle.
  • the system furthermore includes a notification device 13 that is configured to inform a user associated with said motor vehicle (for example, a driver and/or an owner of the same) of the detected wear, i.e., of the remaining thickness of the tread (expressed by means of the quantity WS).
  • the notification device 13 is configured to inform a user in the case wherein the quantity WS is less than or equal to a safety value SV (equal, for example, to 60%).
  • the notification device 13 is implemented by means of an electronic communication device 13 (such as a smartphone, a tablet, a laptop, a desktop computer, a smart TV, a smartwatch, etc.) of the user 3 of the motor vehicle 2, and that is remotely connected to the cloud type computing system 12 by means of one or more wired and/or wireless networks.
  • an electronic communication device 13 such as a smartphone, a tablet, a laptop, a desktop computer, a smart TV, a smartwatch, etc.
  • the notification device 13 is implemented by means of a Human-Machine Interface - HMI 13, which is provided on board the motor vehicle 2 and by means of which the ECU 12 can inform the driver of the motor vehicle by means of a graphical and/or audible warning produced by the HMI 13 (which, therefore, may conveniently comprise a screen and/or a graphical/acoustic signal).
  • a Human-Machine Interface - HMI 13 which is provided on board the motor vehicle 2 and by means of which the ECU 12 can inform the driver of the motor vehicle by means of a graphical and/or audible warning produced by the HMI 13 (which, therefore, may conveniently comprise a screen and/or a graphical/acoustic signal).
  • the innovative method for estimating the wear of the tread of a pneumatic tyre makes it possible to simultaneously and independently calculate the quantity WS that is indicative of the state of wear of the tread of each pneumatic tyre that is fitted to the vehicle.
  • the acquisition device 11 may be conveniently configured such as to acquire signals and, therefore, provide at the output quantities that are indicative of the number of revolutions Rev of each wheel of the motor vehicle;
  • the processing device 12 may conveniently be programmed to calculate the quantity WS for each wheel of the motor vehicle;
  • the notification device 13 may be conveniently configured to signal to the user which pneumatic tyre is excessively worn.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Tyre Moulding (AREA)
  • Tires In General (AREA)

Claims (11)

  1. Procédé d'estimation de l'usure de la bande de roulement d'un pneumatique qui permet de calculer, lors d'une étape de test, une quantité (WS) qui est indicative du rapport en pourcentage de l'épaisseur restante de la bande de roulement par rapport à l'épaisseur de la bande de roulement neuve en utilisant la formule : WS = 1 2 π ∗ OTD / TD Rev − C + 1 ∗ 100
    Figure imgb0011
     dans lequel :
    WS quantité qui est indicative du rapport en pourcentage de l'état d'usure de la bande de roulement du pneumatique ;
    OTD épaisseur de la bande de roulement neuve (lorsque la bande de roulement n'est pas usée) ;
    TD distance parcourue par le pneumatique lors de l'étape de test ;
    Rev nombre actuel de tours du pneumatique qui sont requis afin de parcourir ladite distance (TD) ;
    CNEW circonférence de la bande de roulement neuve (lorsque la bande de roulement n'est pas usée) ; variable en fonction de la pression de gonflage (P) de pneumatique ;
    dans lequel, lorsque la pression de gonflage (P) du pneumatique est différente de la pression de gonflage nominale (PN), la circonférence (C) de la bande de roulement neuve est calculée en utilisant la formule : C NEW = C 0 + K * P
    Figure imgb0012
    dans lequel :
    CNEW circonférence de la bande de roulement neuve (lorsque la bande de roulement n'est pas usée) lorsque la pression de gonflage (P) du pneumatique est différente de la pression de gonflage nominale (PN) ;
    Co circonférence de la bande de roulement lorsque le pneumatique est dégonflé ;
    K coefficient de corrélation ; et
    P pression de gonflage relative du pneumatique ;
    dans lequel le coefficient de corrélation (K) est calculé en utilisant la formule : K = C NEW − C 0 / P N
    Figure imgb0013
    dans lequel :
    CNEW circonférence de la bande de roulement neuve (lorsque le pneumatique n'est pas usé) et sous des conditions de pression de gonflage nominale (PN) ;
    Co circonférence de la bande de roulement lorsque le pneumatique est dégonflé ;
    K coefficient de corrélation ; et
    PN pression de gonflage nominale relative du pneumatique.
  2. Procédé selon la revendication 1 dans lequel la distance (TD) à être parcourue lors de l'étape de test est supérieure à 1 km.
  3. Procédé selon la revendication 1, dans lequel la distance (TD) à être parcourue lors de l'étape de test est comprise entre 3 et 5 km.
  4. Procédé selon la revendication 1, 2 ou 3, dans lequel l'étape de test est réalisée uniquement sur des sections droites dans lequel le système de freinage du véhicule équipé du pneumatique n'est pas actionné.
  5. Procédé selon l'une quelconque des revendications précédentes et comprenant les étapes supplémentaires consistant à :
    déterminer une valeur limite de vitesse du véhicule équipé du pneumatique ; et
    réaliser l'étape de test uniquement lorsque la vitesse du véhicule reste en dessous de la valeur limite.
  6. Procédé selon l'une quelconque des revendications précédentes et comprenant l'étape supplémentaire consistant à corriger la quantité (WS), qui est indicative de l'état d'usure de la bande de roulement du pneumatique, au moyen d'un second facteur (K2) qui est indicatif de la vitesse du du véhicule équipé du pneumatique lors de l'étape de test.
  7. Procédé selon la revendication 8 et comprenant les étapes supplémentaires consistant à
    déterminer une valeur limite de vitesse du véhicule équipé du pneumatique ; et
    calculer le second facteur (K2) en fonction du rapport ou de la différence entre la vitesse moyenne du véhicule sur la distance (TD) parcourue lors de l'étape de test et ladite valeur limite.
  8. Procédé selon l'une quelconque des revendications précédentes et comprenant l'étape supplémentaire consistant à informer un utilisateur dans le cas dans lequel la quantité (WS), qui est indicative de l'état d'usure de la bande de roulement, est inférieure à ou égale à une valeur de sécurité (SV).
  9. Système (1) d'estimation de l'usure de la bande de roulement d'un pneumatique et comprenant un dispositif d'acquisition (11) et un dispositif de traitement (12) ;
    dans lequel le dispositif d'acquisition (11) est :
    • installable à bord d'un véhicule à moteur (2) pourvu de deux ou plusieurs roues équipées de pneumatiques ;
    • couplable à un bus de véhicule (20) du véhicule à moteur ; et
    • configuré pour :
    - acquérir, depuis le bus de véhicule (20), des signaux qui sont indicatifs du nombre de tours (Rev) d'une roue dudit véhicule à moteur et des informations s'apparentant à la position du véhicule ;
    - acquérir, depuis le bus de véhicule (20), des signaux apparentés à la pression de gonflage (P) du pneumatique ;
    - acquérir, depuis le bus de véhicule (20), des informations concernant une distance (TD) à être parcourue par le pneumatique lors d'une étape de test, une épaisseur (OTD) de la bande de roulement neuve, une circonférence (C0) de la bande de roulement lorsque le pneumatique est dégonflé, une circonférence (CNEW) de la bande de roulement neuve et gonflée sous pression de gonflage nominale (PN), et la pression de gonflage nominale (PN) du pneumatique ;
    - fournir au niveau de la sortie des quantités qui sont indicatives du nombre de tours (Rev) de la roue dudit véhicule à moteur et des informations s'apparentant à la position du véhicule ;
    - fournir au niveau de la sortie des quantités qui sont indicatives de la pression de gonflage (P) du pneumatique ; et
    - fournir au niveau de la sortie des quantités qui sont indicatives de la distance (TD) à être parcourue par le pneumatique lors de l'étape de test, l'épaisseur (OTD) de la bande de roulement neuve, la circonférence (C0) de la bande de roulement lorsque le pneumatique est dégonflé, la circonférence (CNEW) de la bande de roulement neuve et gonflée sous pression de gonflage nominale (PN), et la pression de gonflage nominale (PN) du pneumatique ;
    dans lequel le dispositif de traitement (12) est :
    • configuré pour recevoir, depuis le dispositif d'acquisition (11), des quantités qui sont indicatives du nombre de tours (Rev) de la roue dudit véhicule à moteur et des informations s'apparentant à la position du véhicule, des quantités qui sont indicatives de la pression de gonflage (PN) du pneumatique, des quantités qui sont indicatives de la distance (TD) à être parcourue par le pneumatique lors de l'étape de test, la circonférence (C0) de la bande de roulement lorsque le pneumatique est dégonflé, la circonférence (CNEW) de la bande de roulement neuve et gonflée sous la pression de gonflage nominale (PN), et la pression de gonflage nominale (PN) du pneumatique ; et
    • programmé pour
    - traiter les quantités s'apparentant au nombre de tours (Rev) de la roue dudit véhicule à moteur et les informations s'apparentant à la position du véhicule ; et
    - calculer, en fonction du nombre de tours (Rev) de la roue dudit véhicule à moteur, des informations s'apparentant à la position du véhicule et à la pression de gonflage du pneumatique, de la distance (TD) à être parcourue par le pneumatique lors de l'étape de test, de l'épaisseur (OTD) de la bande de roulement neuve, de la circonférence (C0) de la bande de roulement lorsque le pneumatique est dégonflé, de la circonférence (CNEW) de la bande de roulement neuve et gonflée sous la pression de gonflage nominale (PN), et de la pression de gonflage nominale (PN) du pneumatique, une quantité (WS) qui est indicative du rapport en pourcentage de l'état d'usure de la bande de roulement du pneumatique ;
    dans lequel le système (1) pour mettre en œuvre le procédé selon les revendications précédentes afin d'estimer la quantité (WS) qui est indicative du rapport en pourcentage de l'état d'usure de la bande de roulement du pneumatique.
  10. Système (1) selon la revendication 9, dans lequel le dispositif de traitement (12) est un système informatique de type cloud qui est connecté sans fil à distance au dispositif d'acquisition (11).
  11. Système (1) selon la revendication 9, dans lequel le dispositif de traitement (12) est une unité de commande électronique installable à bord du véhicule à moteur (2).
EP20180175.0A 2019-06-20 2020-06-16 Système et procédé d'estimation de l'état d'usure de la bande de roulement d'un pneumatique Active EP3753754B1 (fr)

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IT102019000009555A IT201900009555A1 (it) 2019-06-20 2019-06-20 Metodo e sistema per stimare l'usura del battistrada di uno pneumatico

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EP3753754B1 true EP3753754B1 (fr) 2022-11-02

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DE102021204633A1 (de) * 2021-05-07 2022-11-10 Continental Reifen Deutschland Gmbh Verfahren und Vorrichtung zur Überwachung der Profiltiefe zumindest eines Fahrzeugreifens

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US8493200B2 (en) * 2006-12-13 2013-07-23 Kabushiki Kaisha Bridgestone Apparatus for estimating tire wear amount and a vehicle on which the apparatus for estimating tire wear is mounted
GB2531746A (en) * 2014-10-28 2016-05-04 Pre-Chasm Res Ltd Tyre tread monitoring
US9610810B1 (en) * 2015-10-21 2017-04-04 The Goodyear Tire & Rubber Company Method of tire state estimation through wheel speed signal feature extraction

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